阅读说明：本技术 用于航行器的推进装置、航行器及用于航行器的控制方法 (Propulsion device for an aircraft, aircraft and control method for an aircraft ) 是由 王嘉琪 王俊杰 徐渊博 张汐 刘鹏 于 2021-09-06 设计创作，主要内容包括：本申请涉及海洋工程技术领域,公开一种用于航行器的推进装置。航行器包括浮力舱,推进装置包括：推进器；旋转结构,推进器设于旋转结构的一端,旋转结构的另一端包括连接部,连接部适于与浮力舱连接；其中,推进器与旋转结构的一端固定连接时,连接部适于与浮力舱转动连接,或,推进器与旋转结构的一端转动连接时,连接部适于与浮力舱固定连接。推进器通过旋转结构与浮力舱实现转动连接,推进器与浮力舱的相对位置能够改变,推进器向浮力舱提供驱动力的方向也会改变,通过旋转结构使得推进器实现矢量推进器的效果,节省成本,本申请还公开一种航行器及用于航行器的控制方法。(The application relates to the technical field of ocean engineering and discloses a propelling device for an aircraft. The vehicle comprises a buoyancy compartment, the propulsion device comprising: a propeller; the propeller is arranged at one end of the rotating structure, the other end of the rotating structure comprises a connecting part, and the connecting part is suitable for being connected with the buoyancy cabin; when the propeller is fixedly connected with one end of the rotating structure, the connecting part is suitable for being rotatably connected with the buoyancy cabin, or when the propeller is rotatably connected with one end of the rotating structure, the connecting part is suitable for being fixedly connected with the buoyancy cabin. The propeller is connected with the buoyancy cabin in a rotating mode through the rotating structure, the relative position of the propeller and the buoyancy cabin can be changed, the direction of the driving force provided by the propeller to the buoyancy cabin can also be changed, the effect of the vector propeller is achieved by the propeller through the rotating structure, the cost is saved, and the aircraft and the control method for the aircraft are further disclosed.)

1. A propulsion device for a vehicle, said vehicle comprising a buoyant compartment, characterized in that it comprises:

a propeller;

the propeller is arranged at one end of the rotating structure, the other end of the rotating structure comprises a connecting part, and the connecting part is suitable for being connected with the buoyancy cabin;

when the propeller is fixedly connected with one end of the rotating structure, the connecting part is suitable for being rotatably connected with the buoyancy cabin, or when the propeller is rotatably connected with one end of the rotating structure, the connecting part is suitable for being fixedly connected with the buoyancy cabin.

2. A propulsion device for an aircraft according to claim 1, characterised in that said propeller is fixedly connected to one end of said rotating structure, said connection being adapted to be rotatably connected to said buoyancy module, said rotating structure comprising:

one end of the fixed seat is fixedly connected with the propeller, and the other end of the fixed seat comprises the connecting part;

and the steering engine is connected with the fixed seat and used for driving the fixed seat to rotate so as to drive the propeller to rotate.

3. Propulsion device for an aircraft according to claim 2,

the inside cavity inner chamber that is equipped with of fixing base, the steering wheel is located cavity inner chamber.

4. Propulsion device for an aircraft according to claim 2 or 3,

the outer surface of the fixed seat comprises a first mounting surface, the propeller is arranged on the first mounting surface, and the first mounting surface can rotate around the axis of the fixed seat;

the first mounting surface inclines inwards or outwards along the direction from the one end of the fixing seat to the other end of the fixing seat, and the direction of the driving force provided by the propeller is the same as the inclination direction of the first mounting surface.

5. An aircraft, comprising:

a buoyancy compartment;

propulsion device for an aircraft according to any of the previous claims 1 to 4, wherein the connection portion is in a rotating connection with the buoyancy compartment when the propeller is in a fixed connection with one end of the rotating structure, or with the buoyancy compartment when the propeller is in a rotating connection with one end of the rotating structure.

6. An aircraft according to claim 5,

a break angle exists between the first mounting surface and the length direction of the buoyancy cabin, and the break angle is an acute angle or an obtuse angle.

7. The vehicle of claim 6, further comprising:

a main hull;

the number of the buoyancy chambers is multiple, the plurality of the buoyancy chambers comprise a first buoyancy chamber and a second buoyancy chamber, the first buoyancy chamber and the second buoyancy chamber are respectively positioned on two sides of the main hull, the first buoyancy chamber comprises a first end portion, the second buoyancy chamber comprises a second end portion, and the first end portion and the second end portion are positioned on the same side of the main hull;

a plurality of propulsion devices including a first propulsion device and a second propulsion device;

wherein the first propelling device is arranged at the first end part, and the second propelling device is arranged at the second end part.

8. A control method for an aircraft, comprising:

receiving a target direction;

acquiring a target angle of the rotating structure or a target angle of the propeller according to the target direction;

obtaining a current angle of the rotating structure or a current angle of the propeller;

when the target angle of the rotating structure is inconsistent with the current angle of the rotating structure or the target angle of the propeller is inconsistent with the current angle of the propeller, controlling the rotating structure to rotate to the target angle or controlling the propeller to rotate to the target angle so that the propelling device provides the driving force of the target direction.

9. The control method for an aircraft according to claim 8,

when the target direction is a forward direction, controlling the first propelling device to provide driving force towards a first direction and controlling the second propelling device to provide driving force towards a second direction;

wherein a first acute angle exists between the first direction and the advancing direction, a second acute angle exists between the second direction and the advancing direction, and the first direction and the second direction are respectively positioned at two sides of the advancing direction; and/or the presence of a gas in the gas,

when the target direction is a backward direction, controlling the first propelling device to provide driving force towards a third direction and controlling the second propelling device to provide driving force towards a fourth direction;

wherein a third acute angle exists between the third direction and the retreating direction, a fourth acute angle exists between the fourth direction and the retreating direction, and the third direction and the fourth direction are respectively located on two sides of the retreating direction.

10. Control method for an aircraft according to claim 8 or 9,

and when the target direction is a turning direction, controlling the first propelling device to provide driving force moving away from the water surface and controlling the second propelling device to provide driving force moving towards the underwater.

Technical Field

The present application relates to the field of marine engineering technology, for example to a propulsion device for an aircraft, to an aircraft and to a control method for an aircraft.

Background

At present, most of the existing vector propulsion systems directly adopt an underwater vector propeller, the mainstream underwater vector propeller is mostly of a propeller type, and the vector propulsion system is directly designed on the propeller, so that the direction of the propeller is changed to realize vector propulsion. Most underwater vehicles still adopt propellers, and the arrangement design of the propellers realizes the change of a plurality of running directions. When the advancing direction of the propeller is changed, different propellers are adopted for propulsion, the propeller which works previously needs to be closed, the current propeller which needs to be opened, and the software control system is used for controlling the propeller. At present, eight propellers are selected for use more for the propeller, the propulsion of the up-down direction and the left-right direction is realized, the layout of the propeller is designed, the four propellers are controlled up and down, the four propellers are controlled to be in the left-right direction, the four propellers are operated during the up-down movement, the other four propellers are operated during the left-right movement, the direction of the propellers is not changed, and the multi-directional propulsion can be realized.

In the process of implementing the embodiments of the present disclosure, it is found that at least the following problems exist in the related art:

the existing vector propeller has too high construction cost and too low sailing speed, so that the large-scale application of the existing vector propeller is influenced, and the existing propeller has complex layout of sailing directions and higher cost.

Disclosure of Invention

The following presents a simplified summary in order to provide a basic understanding of some aspects of the disclosed embodiments. This summary is not an extensive overview nor is intended to identify key/critical elements or to delineate the scope of such embodiments but rather as a prelude to the more detailed description that is presented later.

The embodiment of the disclosure provides a propelling device for an aircraft, the aircraft and a control method for the aircraft, so as to solve the problems that the existing vector propeller has too high construction cost and too low navigation speed, so that the large-scale application of the existing vector propeller is influenced, and the existing propeller has complex navigation direction layout and higher cost.

The disclosed embodiments provide a propulsion device for a vehicle, the vehicle comprising a buoyant compartment, the propulsion device comprising: a propeller; the propeller is arranged at one end of the rotating structure, the other end of the rotating structure comprises a connecting part, and the connecting part is suitable for being connected with the buoyancy cabin; when the propeller is fixedly connected with one end of the rotating structure, the connecting part is suitable for being rotatably connected with the buoyancy cabin, or when the propeller is rotatably connected with one end of the rotating structure, the connecting part is suitable for being fixedly connected with the buoyancy cabin.

An embodiment of the present disclosure also provides an aircraft, including: a buoyancy compartment; in a propulsion device for an aircraft according to any of the previous embodiments, the connection portion is in rotational connection with the buoyancy compartment when the propeller is in fixed connection with one end of the rotating structure, or in rotational connection with one end of the rotating structure.

The disclosed embodiments also provide a control method for an aircraft, the control method for the aircraft comprising: receiving a target direction; acquiring a target angle of the rotating structure or a target angle of the propeller according to the target direction; obtaining a current angle of the rotating structure or a current angle of the propeller; when the target angle of the rotating structure is inconsistent with the current angle of the rotating structure or the target angle of the propeller is inconsistent with the current angle of the propeller, controlling the rotating structure to rotate to the target angle or controlling the propeller to rotate to the target angle so that the propelling device provides the driving force of the target direction.

The propulsion device for the aircraft, the aircraft and the control method for the aircraft provided by the embodiment of the disclosure can realize the following technical effects:

the propeller passes through revolution mechanic and is connected with the buoyancy cabin realization rotation, the propeller can change with the relative position in buoyancy cabin, the propeller provides the direction of drive power to the buoyancy cabin and also can change, when the navigation ware need change the navigation direction, control changes the relative position in propeller and buoyancy cabin, the propeller can provide the drive power of not equidirectional, and then can change the navigation direction of navigation ware, make the propeller realize the effect of vector propeller through revolution mechanic, the cost is reduced, and can reduce the use quantity of propeller, reduce the complexity of propeller overall arrangement, and save the cost.

The foregoing general description and the following description are exemplary and explanatory only and are not restrictive of the application.

Drawings

One or more embodiments are illustrated by way of example in the accompanying drawings, which correspond to the accompanying drawings and not in limitation thereof, in which elements having the same reference numeral designations are shown as like elements and not in limitation thereof, and wherein:

FIG. 1 is a schematic view of a propulsion device according to an embodiment of the present disclosure;

FIG. 2 is a schematic diagram of an exploded view of a propulsion device according to an embodiment of the present disclosure;

FIG. 3 is a schematic flow chart diagram of a control method for an aircraft provided by an embodiment of the present disclosure;

FIG. 4 is a structural schematic diagram of a perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 5 is a schematic illustration of a structure of an aircraft in a first attitude provided by an embodiment of the disclosure;

FIG. 6 is a schematic illustration of a structure of an aircraft in a second attitude provided by embodiments of the present disclosure;

FIG. 7 is a structural schematic diagram of another perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 8 is a structural schematic diagram of another perspective of a vehicle provided by embodiments of the present disclosure;

FIG. 9 is a schematic structural diagram of a skeleton provided by embodiments of the present disclosure;

FIG. 10 is an enlarged schematic view of portion A of FIG. 9;

FIG. 11 is a schematic view of a skeleton according to an embodiment of the present disclosure, shown inverted;

FIG. 12 is a schematic view of a frame according to an embodiment of the present disclosure as it advances;

FIG. 13 is a schematic illustration of a framework as it moves backward in accordance with an exemplary embodiment of the present disclosure;

FIG. 14 is a schematic view of a frame according to an embodiment of the present disclosure in a turning configuration;

FIG. 15 is a schematic view of a portion of a frame according to an embodiment of the present disclosure;

fig. 16 is a schematic view of a portion of a framework from another perspective in accordance with an embodiment of the present disclosure.

Reference numerals:

1. an aircraft; 2. a main hull; 21. a first side wall; 22. a second side wall; 23. a housing; 24. a framework; 241. a first mounting plate; 242. a second mounting plate; 243. a third mounting plate; 25. sealing the cabin; 26. an injection device; 261. an ejection port; 262. an ejection chamber; 263. a conveying device; 27. a gripper; 3. a buoyancy compartment; 31. a first buoyancy compartment; 32. a second buoyancy compartment; 4. an adjustment device; 5. a propulsion device; 51. a propeller; 52. a rotating structure; 53. a first fixed seat; 531. a first mounting surface; 54. a first steering engine; 55. a first propulsion device; 56. a second propulsion device; 57. a third propulsion device; 58. a fourth propulsion device; 59. a bearing; 591. a cover plate; 6. a water quantity adjusting device; 62. an electromagnetic valve; 63. a water pump; 7. a connecting rod; 71. a fourth steering engine; 74. a first connecting rod; 75. a second connecting rod; 76. a sixth gear; 761. a fifth steering engine; 762. a rack; 8. a working device; 81. a first link; 82. a second link; 83. a first support jaw; 84. a second jaw; 86. a third gear; 87. a fourth gear; 88. a fifth gear; 89. a drive member; 9. a solar panel; 91. a first cell panel; 92. a second cell panel; 10. a video capture device; 11. a cover body.

Detailed Description

So that the manner in which the features and elements of the disclosed embodiments can be understood in detail, a more particular description of the disclosed embodiments, briefly summarized above, may be had by reference to the embodiments, some of which are illustrated in the appended drawings. In the following description of the technology, for purposes of explanation, numerous details are set forth in order to provide a thorough understanding of the disclosed embodiments. However, one or more embodiments may be practiced without these details. In other instances, well-known structures and devices may be shown in simplified form in order to simplify the drawing.

The terms "first," "second," and the like in the description and in the claims, and the above-described drawings of embodiments of the present disclosure, are used for distinguishing between similar elements and not necessarily for describing a particular sequential or chronological order. It should be understood that the data so used may be interchanged under appropriate circumstances such that embodiments of the present disclosure described herein may be made. Furthermore, the terms "comprising" and "having," as well as any variations thereof, are intended to cover non-exclusive inclusions.

In the embodiments of the present disclosure, the terms "upper", "lower", "inner", "middle", "outer", "front", "rear", and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the drawings. These terms are used primarily to better describe the disclosed embodiments and their examples and are not intended to limit the indicated devices, elements or components to a particular orientation or to be constructed and operated in a particular orientation. Moreover, some of the above terms may be used to indicate other meanings besides the orientation or positional relationship, for example, the term "on" may also be used to indicate some kind of attachment or connection relationship in some cases. The specific meanings of these terms in the embodiments of the present disclosure can be understood by those of ordinary skill in the art as appropriate.

In addition, the terms "disposed," "connected," and "secured" are to be construed broadly. For example, "connected" may be a fixed connection, a detachable connection, or a unitary construction; can be a mechanical connection, or an electrical connection; may be directly connected, or indirectly connected through intervening media, or may be in internal communication between two devices, elements or components. Specific meanings of the above terms in the embodiments of the present disclosure can be understood by those of ordinary skill in the art according to specific situations.

The term "and/or" is an associative relationship that describes objects, meaning that three relationships may exist. For example, a and/or B, represents: a or B, or A and B.

The term "plurality" means two or more unless otherwise specified.

It should be noted that, in the case of no conflict, the embodiments and features in the embodiments of the present disclosure may be combined with each other.

With reference to fig. 1 to 3, embodiments of the present disclosure provide a propulsion device 5 for a vehicle 1, the vehicle 1 comprising a buoyancy compartment 3, the propulsion device 5 comprising a propeller 51 and a rotating structure 52, the propeller 51 being adapted to provide a driving force to the vehicle 1; the propeller 51 is arranged at one end of the rotating structure 52, and the other end of the rotating structure 52 comprises a connecting part which is suitable for being connected with the buoyancy chamber 3; wherein, when the propeller 51 is fixedly connected with one end of the rotating structure 52, the connecting portion is suitable for being rotatably connected with the buoyancy chamber 3, or when the propeller 51 is rotatably connected with one end of the rotating structure 52, the connecting portion is suitable for being fixedly connected with the buoyancy chamber 3.

The propeller 51 provides driving force for the aircraft 1 to drive the aircraft 1 to operate, the propeller 51 is rotatably connected with the buoyancy compartment 3 of the aircraft 1, wherein the propeller 51 is connected with the buoyancy compartment 3 of the aircraft 1 through the rotating structure 52, so that the relative position of the propeller 51 and the buoyancy compartment 3 can be changed, thus, the propeller 51 can provide driving force in different directions for the buoyancy compartment 3, the propeller 51 and the rotating structure 52 are combined to realize the propelling effect of a vector propeller, the cost of the aircraft 1 is reduced, the sailing speed can be ensured, meanwhile, the number of the used propellers 51 can be reduced, the complexity of the layout of a plurality of propellers 51 is reduced, and the cost of the aircraft 1 is reduced.

In a specific embodiment, the propeller 51 is fixedly connected with one end of the rotating structure 52, the connecting portion is suitable for being rotatably connected with the buoyancy chamber 3, the rotating structure 52 comprises a fixed seat (hereinafter, referred to as a first fixed seat 53 for convenience of distinguishing) and a steering engine (hereinafter, referred to as a first steering engine 54 for convenience of distinguishing), one end of the first fixed seat 53 is fixedly connected with the propeller 51, and the other end of the first fixed seat 53 comprises a connecting portion; the first steering engine 54 is connected to the first fixing base 53, and is configured to drive the first fixing base 53 to rotate, so as to drive the propeller 51 to rotate.

First fixing base 53 is connected between propeller 51 and buoyancy cabin 3, and propeller 51 realizes rotating through first fixing base 53 with buoyancy cabin 3 and is connected, and first steering wheel 54 is connected with first fixing base 53, can provide power to first fixing base 53, and the rotation of first fixing base 53 is driven, and first fixing base 53 drives propeller 51 again and rotates.

Optionally, the first steering engine 54 comprises a high torque steering engine.

Optionally, the connecting portion includes a bearing 59, and the bearing 59 is combined with the first fixing seat 53, and can make the first fixing seat 53 rotate at a precise angle under the rotation of the first steering engine 54, so as to change the propelling direction of the propeller 51.

In practical application, the bearing 59 comprises an inner ring and an outer ring, one of the inner ring and the outer ring is suitable for being connected with the buoyancy chamber 3, the other of the inner ring and the outer ring is connected with the other end of the fixed seat, when the first steering engine 54 rotates, the fixed seat and the other of the inner ring and the outer ring are driven to rotate, the other of the inner ring and the outer ring and the buoyancy chamber 3 are not driven to move, and therefore the direction of the driving force of the propeller 51 is changed.

Optionally, the first steering gear 54 is connected with the bearing 59 through a gear drive, the number of the gears is multiple, the multiple gears include a first gear and a second gear, the first gear is connected with the bearing 59, the second gear is connected with the first steering gear 54, the first gear is meshed with the second gear, the first steering gear 54 drives the second gear to rotate, the second gear drives the first gear to rotate, the first gear drives the bearing 59 to rotate again, when the bearing 59 drives the fixing seat to rotate to a set angle, the first gear and the second gear stop rotating, and by using a transmission principle, the rotation angle of the fixing seat can be accurately controlled.

Optionally, as shown in fig. 2, a hollow inner cavity is formed inside the first fixing seat 53, and the first steering engine 54 is located in the hollow inner cavity.

First steering wheel 54 is located the cavity intracavity, makes advancing device 5's arrangement more reasonable, increases advancing device 5's aesthetic property.

Optionally, the outer surface of the first fixing seat 53 includes a first mounting surface 531, the propeller 51 is disposed on the first mounting surface 531, and the first mounting surface 531 can rotate around the axis of the first fixing seat 53; wherein the first mounting surface 531 is inclined inward or outward in a direction from one end of the first fixing base 53 to the other end of the fixing base, and a direction of the driving force provided by the propeller 51 is the same as the inclined direction of the first mounting surface 531.

The propeller 51 is installed at the surface of first fixing base 53, be convenient for change the relative position of propeller 51 and buoyancy chamber 3, first installation face 531 can rotate around the axis of first fixing base 53, make propeller 51 can rotate around the axis of first fixing base 53, and then change the relative position of propeller 51 and buoyancy chamber 3, first installation face 531 is inwards or outwards inclined along the direction of the one end of fixing base to the other end of first fixing base 53, and the direction of the drive force that the propeller 51 provided is the same with the incline direction of first installation face 531, can understand: the direction of the driving force provided by the propeller 51 is inclined from the plane where the other end of the first fixing seat 53 is located, so that the rotation angle of the propeller 51 can be increased, and the propeller 51 facing the inclined driving force can freely rotate within a certain plane by 360 degrees to generate driving forces in different directions.

Optionally, the propulsion device 5 further includes an electric governor, and the electric governor is disposed on the propeller 51 and used for adjusting the start and stop of the propeller 51 and the speed.

Optionally, the propeller 51 further comprises a motor and a propeller shaft box, an output shaft of the motor is connected with the propeller shaft box of the motor, the motor adopts a full-sealing process, and the waterproof effect is remarkable.

Optionally, the output shaft of the motor is connected with a propeller shaft box of the motor through a coupling

In another embodiment, when the propeller 51 is rotatably connected to one end of the rotating structure 52, and the connecting portion is suitable for being fixedly connected to the buoyancy chamber 3, the rotating structure 52 includes a second fixing base and a second steering engine, one end of the second fixing base is rotatably connected to the propeller 51, the other end of the second fixing base is provided with the connecting portion, and the second steering engine is connected to the propeller 51 and can control the propeller 51 to rotate relative to the second fixing base.

The second fixing base is connected between propeller 51 and buoyancy cabin 3, and propeller 51 realizes rotating through the second fixing base with buoyancy cabin 3 and is connected, and the second steering wheel is connected with propeller 51, can provide power to propeller 51, and drive propeller 51 rotates.

The disclosed embodiment also provides a vehicle 1 comprising a propulsion device 5 for a vehicle 1 according to any of the above embodiments.

As shown in fig. 4 to 16, the aircraft 1 provided by the embodiment of the present disclosure includes the propulsion device 5 for the aircraft 1 according to any one of the above embodiments, so that the aircraft 1 provided by the embodiment of the present disclosure has all the advantages of the propulsion device 5 for the aircraft 1 according to any one of the above embodiments, and details thereof are not repeated herein.

Optionally, the vehicle 1 comprises a buoyancy module 3 and a propulsion device 5 for the vehicle 1 as in any of the previous embodiments, the propeller 51 being in a fixed connection with one end of the rotating structure 52, the connection being in a rotating connection with the buoyancy module 3, or the propeller 51 being in a rotating connection with one end of the rotating structure 52, the connection being in a fixed connection with the buoyancy module 3.

The buoyancy cabin 3 is used for providing buoyancy for the aircraft 1, the propulsion device 5 is arranged in the buoyancy cabin 3, the propulsion device 5 can provide driving force for the buoyancy cabin 3, and further provides driving force for the operation of the aircraft 1, the propeller 51 is rotatably connected with the buoyancy cabin 3, so that the relative position of the propeller 51 and the buoyancy cabin 3 can be changed, and further the direction of the driving force provided by the propeller 51 to the buoyancy cabin 3 can be adjusted.

Optionally, the first mounting surface 531 forms an acute or obtuse angle with the length direction of the buoyancy chamber 3.

The first mounting surface 531 forms an angle with the length direction of the buoyancy chamber 3, and it can be understood that: the driving force direction of the propeller 51 and the length direction of the buoyancy chamber 3 have a break angle, and the break angle is an acute angle or an obtuse angle, so as to avoid the driving force direction of the propeller 51 being parallel or perpendicular to the length direction of the buoyancy chamber 3, which can be understood as follows: the direction of the driving force provided by the propeller 51 is obliquely arranged with the buoyancy compartment 3, so that the rotation angle of the propeller 51 can be increased, the propeller 51 towards which the oblique power is directed can freely rotate within a certain plane by 360 degrees, so as to generate driving force in different directions, further adjust the propelling direction and change the advancing route of the aircraft 1, or realize the posture change of the aircraft 1.

Optionally, when the break angle is an acute angle, the break angle is 45 °, so that the propeller 51 can provide a driving force of 45 °, and further can freely rotate in the X-Z plane by 360 °, and further, the propeller 51 can provide a more uniform driving force to the buoyancy chamber 3 when rotating.

Optionally, as shown in fig. 11 to 14, the aircraft 1 further comprises a main hull 2 and a plurality of propulsion devices 5, the number of buoyancy compartments 3 is plural, the plurality of buoyancy compartments 3 comprises a first buoyancy compartment 31 and a second buoyancy compartment 32, the first buoyancy compartment 31 and the second buoyancy compartment 32 are respectively located on both sides of the main hull 2, the first buoyancy compartment 31 comprises a first end portion, the second buoyancy compartment 32 comprises a second end portion, and the first end portion and the second end portion are located on the same side of the main hull 2; the plurality of propelling devices 5 comprises a first propelling device 55 and a second propelling device 56; wherein the first pushing means 55 is provided at the first end portion and the second pushing means 56 is provided at the second end portion.

The number of the buoyancy modules 3 is multiple, so that the buoyancy provided by the buoyancy modules 3 to the aircraft 1 can be increased, and the buoyancy of the aircraft 1 can be adjusted conveniently, the arrangement of the first buoyancy module 31 and the second buoyancy module 32 increases the balance stability of the operation of the aircraft 1, the first propulsion device 55 is arranged at the first end, the second propulsion device 56 is arranged at the second end, so that the driving force of the aircraft 1 is increased, and the change of the attitude of the aircraft 1 is increased by the first propulsion device 55 and the second propulsion device 56 during the operation of the aircraft 1.

Optionally, the plurality of propulsion devices 5 further comprises a third propulsion device 57 and a fourth propulsion device 58, the first buoyancy compartment 31 comprises a third end portion opposite to the first end portion, the second buoyancy compartment 32 comprises a fourth end portion opposite to the second end portion, the third propulsion device 57 is disposed at the third end portion, the fourth propulsion device 58 is disposed at the fourth end portion, and the third end portion and the fourth end portion are located on the same side of the main hull 2.

By providing four propulsion devices 5 in two buoyancy modules 3, the propulsion force of the vehicle 1 can be increased, ensuring navigation of the vehicle 1, for example, by the arrangement described above, the propulsion of the vehicle 1 corresponds to an ROV (remote operated unmanned vehicle) in an eight push arrangement.

Alternatively, the number of propulsion devices 5 may be other numbers, and the positions may also vary, and the number and positions of propulsion devices 5 are designed according to the type of aircraft 1, and are not specifically limited herein.

Optionally, the vehicle 1 further comprises a cover 11, wherein the cover 11 covers the outside of the propulsion device 5 and is connected to the end of the buoyancy module 3 to protect the propulsion device 5 and prevent impurities, moss and the like in the water from winding around the propeller 51 and affecting the normal operation of the vehicle 1.

Optionally, the cover 11 is provided with a filter screen capable of filtering impurities in water.

Optionally, the vehicle 1 further comprises a cover plate 591, arranged between the propulsion device 5 and the buoyancy compartment 3, facilitating the mounting of the propulsion device 55 on the buoyancy compartment 3.

As shown in fig. 3, the disclosed embodiments also provide a control method for an aircraft 1, including the aircraft 1 of any of the above embodiments.

Optionally, the control method for the aircraft 1 comprises:

and S11, receiving the target direction.

And S12, acquiring a target angle of the rotating structure 52 or a target angle of the propeller 51 according to the target direction.

S13, acquiring the current angle of the rotating structure 52 or the current angle of the propeller 51.

S14, controlling the rotating structure 52 to rotate to the target angle or controlling the propeller 51 to rotate to the target angle when the target angle of the rotating structure 52 is not consistent with the current angle of the rotating structure 52 or the target angle of the propeller 51 is not consistent with the current angle of the propelling device 5, so that the propelling device 5 provides the driving force of the target direction.

By adopting the control method of the aircraft 1 according to the embodiment of the disclosure, when the aircraft 1 needs to change the navigation state, the single chip of the controller receives the instruction of the target direction, then obtains the target angle of the rotating structure 52, and obtains the current angle of the rotating structure 52, if the target angle of the rotating structure 52 is not consistent with the current angle, the rotating structure 52 is controlled to rotate to the target angle, or obtains the target angle of the propeller 51 and the current angle of the propeller 51, and if the target angle of the propeller 51 is not consistent with the current angle of the propeller 51, the propeller 51 is controlled to rotate to the target angle.

The direction of the arrows as in fig. 11 to 14 indicates the direction of the drive force provided by the propulsion device 5.

Alternatively, as shown in fig. 12, in the case where the target direction is the forward direction, the first propulsion device 55 is controlled to provide a driving force toward the first direction, and the second propulsion device 56 is controlled to provide a driving force toward the second direction; wherein, there is first acute angle between first direction and the advancing direction, and there is the second acute angle second direction and advancing direction between the second direction, and first direction and second direction are located advancing direction's both sides respectively.

In fig. 12, an arrow denoted by M indicates a first direction, and an arrow denoted by N indicates a second direction.

When the vehicle 1 needs to navigate forward, the target direction is the forward direction, the first propulsion device 55 and the second propulsion device 56 are controlled to provide driving forces in a first direction and a second direction, respectively, the forces in the first direction and the forces in the second direction, both having a force in the forward direction, the first propulsion device 55 drives the first buoyancy module 31, and the second propulsion device 56 drives the second buoyancy module 32, so that the vehicle 1 can navigate forward.

Optionally, the first direction and the second direction are arranged symmetrically with respect to the forward direction, so that the force in the first direction and the force in the second direction in the direction perpendicular to the forward direction can be counteracted, and the aircraft 1 is prevented from shifting during forward movement.

Optionally, in case the aircraft 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, when the aircraft 1 needs to navigate forward, the target direction is a forward direction, the third propulsion device 57 is controlled to provide a driving force in a second direction, and the fourth propulsion device 58 is controlled to provide a driving force in a first direction, respectively, the force in the first direction and the force in the second direction both have a force in the forward direction, the third propulsion device 57 drives the first buoyancy compartment 31, and the fourth propulsion device 58 drives the second buoyancy compartment 32, so that the aircraft 1 can navigate forward, and by increasing the number of propulsion devices 5, the driving force of the aircraft 1 is increased, ensuring the navigation capability of the aircraft 1.

Alternatively, as shown in fig. 13, in the case where the target direction is the reverse direction, the first propulsion device 55 is controlled to provide a driving force toward the third direction, and the second propulsion device 56 is controlled to provide a driving force toward the fourth direction; and a third acute angle exists between the third direction and the retreating direction, a fourth acute angle exists between the fourth direction and the retreating direction, and the third direction and the fourth direction are respectively positioned at two sides of the retreating direction.

In fig. 13, an arrow denoted by P indicates the third direction, and an arrow denoted by Q indicates the fourth direction.

When the vehicle 1 needs to sail backwards, the target direction is the backward direction, the first propulsion device 55 and the second propulsion device 56 are controlled to provide driving forces in a third direction and a fourth direction, respectively, the third direction force and the fourth direction force both have backward direction forces, the first propulsion device 55 drives the first buoyancy module 31, and the second propulsion device 56 drives the second buoyancy module 32, so that the vehicle 1 can sail forwards.

Optionally, the third direction and the fourth direction are arranged symmetrically with respect to the retreating direction, so that the force in the third direction and the fourth direction in the direction perpendicular to the retreating direction can be counteracted, and the aircraft 1 is prevented from shifting during the retreating process.

Optionally, in case the aircraft 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, when the aircraft 1 needs to navigate forward, the target direction is a reverse direction, the third propulsion device 57 is controlled to provide a driving force in the fourth direction, and the fourth propulsion device 58 is controlled to provide a driving force in the third direction and a force in the fourth direction, respectively, both having a force in the reverse direction, the third propulsion device 57 drives the first buoyancy compartment 31, and the fourth propulsion device 58 drives the second buoyancy compartment 32, so that the aircraft 1 can navigate in reverse, and by increasing the number of propulsion devices 5, the driving force of the aircraft 1 is increased, ensuring the navigation capability of the aircraft 1.

Alternatively, as shown in fig. 11, when the target direction is a roll-over direction, the first propulsion device 55 is controlled to provide driving force for movement away from the surface of the water and the second propulsion device 56 is controlled to provide driving force for movement towards the water.

In fig. 11, the arrow denoted by C indicates the force moving towards the underwater and the arrow denoted by D indicates the force moving away from the surface.

The first buoyancy compartment 31 is subjected to a force moving away from the water surface, so that the aircraft 1 can rotate to one side, the second buoyancy compartment 32 is simultaneously subjected to a force moving towards the underwater, the aircraft 1 is assisted to further rotate towards the same side, the integral overturning of the aircraft 1 can be finally realized, and the aircraft 1 can operate underwater by adjusting the buoyancy of the buoyancy compartment 3.

Optionally, in case the vehicle 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, the third propulsion device 57 is controlled to provide a driving force for moving away from the surface and the fourth propulsion device 58 is controlled to provide a driving force for moving towards the underwater, ensuring a driving force for sailing of the vehicle 1, when the target direction is a roll-over direction.

Alternatively, as shown in fig. 14, when the vehicle 1 needs to turn, and the target direction is a fifth direction, the first propulsion device 55 and the second propulsion device 56 both provide a driving force in the fifth direction, so that the vehicle 1 can turn.

In fig. 14, an arrow denoted by X indicates the fifth direction.

Optionally, in case the vehicle 1 further comprises a third propulsion device 57 and a fourth propulsion device 58, the third propulsion device 57 and the fourth propulsion device 58 each provide a driving force in a fifth direction, enabling the vehicle 1 to achieve steering.

Alternatively, the propellers 51 are powerful propellers 51, each providing 10kg of thrust.

Alternatively, as shown in fig. 4 to 8, the aircraft 1 can be converted between the first and second flight states; wherein, when the aircraft 1 is in the first navigation state, the aircraft 1 can navigate on the water surface, and when the aircraft 1 is in the second navigation state, the aircraft 1 can turn over and navigate underwater.

When the aircraft 1 is required to quickly reach an operation place on the water surface, the aircraft 1 quickly reaches a rescue place in a first navigation state, and the aircraft 1 runs on the water surface, so that high resistance of underwater motion can be avoided, and the navigation speed of the aircraft 1 is improved; after the aircraft 1 arrives at an operation place, the aircraft 1 is switched to a second navigation state, and after the aircraft 1 enters the second navigation state, the aircraft 1 can turn over and navigate underwater, so that operations such as rescue, salvage and the like can be performed in underwater operation.

Optionally, the buoyancy module 3 is adapted to provide buoyancy to the main hull 2, the buoyancy module 3 providing buoyancy such that the vehicle 1 can normally travel on the water when the vehicle 1 is in the first attitude, and the buoyancy module 3 changing buoyancy such that the vehicle 1 can adjust the depth of travel of the vehicle 1 underwater when the vehicle 1 is in the second attitude.

Optionally, the main craft body 2 comprises a first side wall 21 and a second side wall 22 arranged opposite to each other, the first side wall 21 being located above the second side wall 22 when the vehicle 1 is in the first attitude, and the first side wall 21 being located below the second side wall 22 when the vehicle 1 is in the second attitude; wherein the vehicle 1 further comprises a working device 8, the working device 8 being provided at an outer surface of the first side wall 21.

When the vehicle 1 is in the first navigation position, the working device 8 is located on the outer surface of the first side wall 21, and the first side wall 21 is located above the second side wall 22, which can be understood as: when the aircraft 1 travels on the water surface, the working device 8 is arranged at the upper part of the main hull 2, so that when the aircraft 1 arrives at a specified place, the working device 8 is not influenced by the water, the installation of the working device 8 is convenient, and more working devices 8 can be installed or larger working devices 8 can be installed; after the aircraft 1 arrives at the designated place, the aircraft is turned to the second navigation state, the operation device 8 faces the water surface along with the first side wall 21, and underwater operation of the operation device 8 is facilitated, such as rescue, fishing, underwater environment exploration, underwater sampling and the like.

Optionally, the working device 8 includes a first connecting rod 81, a second connecting rod 82, and a third steering engine, the first connecting rod 81 is disposed on the main boat body 2, and the first connecting rod 81 is provided with a plurality of first supporting claws 83 along an extending direction of the first connecting rod 81; the second link 82 is provided on the main hull 2, is opposite to the first link 81, and along the extending direction of the second link 82, the second link 82 is provided with a plurality of second claws 84, and the plurality of second claws 84 and the plurality of first claws 83 are arranged alternately; the third steering engine is connected with both the first connecting rod 81 and the second connecting rod 82 and can drive the first connecting rod 81 and/or the second connecting rod 82 to rotate so as to enable the first supporting claw 83 and the second supporting claw 84 to be embraced or separated.

The plurality of first supporting claws 83 can be encircled with or separated from the plurality of second supporting claws 84, so that objects can be conveniently caught or grabbed, the first connecting rod 81 and the second connecting rod 82 are convenient to arrange the first supporting claws 83 and the second supporting claws 84, and the third steering engine controls the rotation of the first connecting rod 81 and the second connecting rod 82 so as to accurately control the work of the first supporting claws 83 and the second supporting claws 84.

It can be understood that: the working device 8 may be a fishing device such as a fishing claw, and similarly, the working device 8 may be a sampling device, an exploration device, or the like.

Optionally, the working device 8 further includes a driving element 89, the driving element 89 is connected to both the first connecting rod 81 and the second connecting rod 82, the driving element 89 is connected to a third steering engine, the second steering engine drives the driving element 89 to move, and the driving element 89 drives the first connecting rod 81 and/or the second connecting rod 82 to rotate.

Optionally, the driving member 89 may be a plurality of gears, the plurality of gears includes a third gear 86, a fourth gear 87 and a fifth gear 88, the third gear 86 is connected to the first connecting rod 81, the fourth gear 87 is connected to the second connecting rod 82, the fifth gear 88 is engaged with the third gear 86 and/or the fifth gear 88 is engaged with the fourth gear 87, the fifth gear 88 is connected to a third steering engine, the third steering engine drives the fifth gear 88 to rotate, and the fifth gear 88 drives the third gear 86 and/or the fourth gear 87 to rotate, and finally drives the first connecting rod 81 and/or the second connecting rod 82 to rotate.

Optionally, the encircling diameter of the first and second prongs 83, 84 when they are encircled is 2cm-40 cm.

When embracing the diameter and being less than 2cm, the diameter of embracing is too little, is difficult to realize, to the great object of diameter, can appear the condition that can't embrace moreover, when embracing the diameter and being greater than 40cm, the diameter of embracing is too big, and the article diameter that needs to catch is too little, and operation device 8 embraces not tightly article, and article drop easily.

The encircling diameter of the first supporting jaw 83 and the second supporting jaw 84 when the supporting jaws are encircled can be 5cm, 10cm, 20cm, 30cm and 40 cm.

Optionally, the gripping force of the first and second prongs 83, 84 is 1kg to 5 kg.

Optionally, the gripping force of the first and second prongs 83, 84 is 1kg to 5 kg.

Alternatively, the first and second prongs 83, 84 may have a self-locking force in the range of 1kg to 100 kg.

The self-locking force in this embodiment refers to a moment required to hold the first and second claws 83 and 84 together.

Alternatively, the first and second prongs 83, 84 may have a self-locking force of 10kg, 30kg, 50kg, 70kg, 80kg, 90kg, 100kg, etc.

When the self-locking force of the first supporting claw 83 and the second supporting claw 84 is greater than 100kg, the load of the aircraft 1 is too heavy, and the normal running of the aircraft 1 is affected, and the self-locking force of the first supporting claw 83 and the second supporting claw 84 is within the range, so that the aircraft can be stably fished and can carry articles to move under the condition that the running of the aircraft 1 is guaranteed.

Optionally, as shown in fig. 9, 15 and 16, a containing cavity is arranged inside the buoyancy chamber 3 and is used for containing water; the vehicle 1 further comprises a water quantity regulating device 64, wherein the water inlet of the accommodating cavity and/or the water outlet of the accommodating cavity are/is provided with the water quantity regulating device 64, and the water quantity regulating device 64 can change the water quantity in the accommodating cavity and regulate the buoyancy force applied to the buoyancy compartment 3.

The water quantity adjusting device 64 can change the water quantity of the accommodating cavity in the buoyancy compartment 3, thereby changing the buoyancy of the buoyancy compartment 3.

Optionally, the first buoyancy compartment 31 and the second buoyancy compartment 32 are both provided with a water amount adjusting device 64, when the aircraft 1 is converted from the first state to the second state, the water amount adjusting device 64 controls water to enter one of the first buoyancy compartment 31 and the second buoyancy compartment 32, water does not enter the other of the first buoyancy compartment 31 and the second buoyancy compartment 32, the gravity of the one buoyancy compartment 3 is greater than that of the other buoyancy compartment 3, and the aircraft 1 is overturned by utilizing an additional moment generated by the gravity difference between the first buoyancy compartment 31 and the second buoyancy compartment 32.

Optionally, the water quantity regulating means 64 comprises a water pump 63, the water pump 63 being in communication with the outlet of the receiving chamber, the water pump 63 being able to control the outlet of the receiving chamber.

Optionally, the water inlet of the accommodating chamber may also be in communication with the water inlet of the water discharge chamber for controlling the water intake of the accommodating chamber.

Optionally, the water quantity adjusting device 64 further comprises a solenoid valve 62, the solenoid valve 62 can be disposed at the water inlet and/or the water outlet of the accommodating chamber, the solenoid valve 62 can control the water inlet of the accommodating chamber when disposed at the water inlet of the accommodating chamber, and the solenoid valve 62 can control the water outlet of the accommodating chamber when disposed at the water outlet of the accommodating chamber.

Optionally, the water quantity adjusting device 64 further comprises an air pump for adjusting water inflow and drainage of the buoyancy chamber 3.

Alternatively, the vehicle 1 may be provided with propulsion means 5 and a water volume adjustment means 64, the water volume adjustment means 64 being connected to both the first buoyancy compartment 31 and the second buoyancy compartment 32, enabling the buoyancy of the first buoyancy compartment 31 and the second buoyancy compartment 32 to be adjusted.

Alternatively, when the vehicle 1 is transferred from the first state to the second state, the propulsion device 5 provides a driving force to one of the first buoyancy compartment 31 and the second buoyancy compartment 32 to move away from the water surface, for example, the first propulsion device 55 provides a driving force to the first buoyancy compartment 31 to move away from the water surface, while the water amount adjustment device 64 adjusts the first buoyancy compartment 31 to be drained or not to be filled with water, the propulsion device 5 provides a driving force to move towards the underwater to the other of the first buoyancy compartment 31 and the second buoyancy compartment 32, for example, the second propulsion device 56 provides a force to move towards the underwater to the second buoyancy compartment 32, while the water amount adjustment device 64 adjusts the second buoyancy compartment 32 to be filled with water, the gravity of the second buoyancy compartment 32 is increased, the turning of the vehicle 1 is achieved by the propulsion device 5 and the water amount adjustment device 64 together, and when the vehicle 1 turns over, the water amount adjustment device 64 controls the first buoyancy compartment 31 to be filled with water, the first buoyancy compartment 31 and the second buoyancy compartment 32 have the same gravity, and the first navigational state is converted into the second navigational state, so that the turning of the aircraft 1 is easy to realize, more stable and faster.

When the aircraft 1 is switched from the second navigation state to the first navigation state, the water quantity adjusting device 64 controls the first buoyancy compartment 31 and the second buoyancy compartment 32 to drain water, the buoyancy of the aircraft 1 is reduced, the aircraft 1 floats to the water surface first, then the first propulsion device 55 provides force for the first buoyancy compartment 31 to move away from the water surface, and meanwhile, the water quantity adjusting device 64 controls the first buoyancy compartment 31 to drain water or not to enter water; the second propulsion device 56 provides force for underwater movement to the second buoyancy compartment 32, meanwhile, the water quantity adjusting device 64 controls the second buoyancy compartment 32 to intake water, the gravity of the second buoyancy compartment 32 is increased, the turning of the aircraft 1 is realized through the propulsion device 5 and the water quantity adjusting device 64 together, after the aircraft 1 is turned, the water quantity adjusting device 64 controls the second buoyancy compartment 32 to drain water to the same gravity of the first buoyancy compartment 31 and the second buoyancy compartment 32, and the aircraft 1 can move to the shore or a rescue point in the first navigation state.

Optionally, the buoyancy compartment 3 is in rotational connection with the main boat body 2.

The buoyancy cabin 3 is rotatably connected with the main boat body 2, the angle between the buoyancy cabin 3 and the main boat body 2 can be adjusted, the contact area between the aircraft 1 and the water surface can be changed, and the running resistance of the aircraft 1 can be further changed.

Optionally, when the aircraft 1 is in the first navigation state, the heights of the first buoyancy compartment 31 and the second buoyancy compartment 32 are both smaller than the height of the main hull 2, a first included angle exists between the first buoyancy compartment 31 and the main hull 2, and a second included angle exists between the second buoyancy compartment 32 and the main hull 2, so that the bottom of the main hull 2 is not in contact with the water surface, the contact area between the aircraft 1 and the water surface is reduced, and the running resistance of the aircraft 1 is further reduced, so that the aircraft 1 can rapidly move to a specified place.

In this embodiment, when the vehicle 1 navigates in water, the resistance of the vehicle is mainly divided into friction, viscous pressure resistance, and wave-making resistance, and for the medium-high speed vehicle 1, the wave-making resistance accounts for the vast majority of the total. When the navigation vehicle 1 of this embodiment is in the first navigation state, it is in a trimaran shape, and the trimaran is used as a main shape, so that the minimum overturning moment of the navigation vehicle 1 of this embodiment is increased, and the navigation vehicle has the advantages of good stability, high wave resistance, energy saving, and effective reduction of wave-making resistance.

Optionally, the main hull 2 and the buoyancy compartment 3 both adopt a streamlined layout, which effectively improves the drag performance of the aircraft 1.

Optionally, the tail of the main boat body 2 is a square tail, and the longitudinal section line of the tail of the main boat body 2 is gradually close to a straight line. This arrangement allows the water to flow generally in the longitudinal direction, reducing the twist and bending of the high velocity water flow, which reduces energy losses and improves drag performance, and in addition, the high velocity water flow extends along the edge of the square tail a substantial distance behind the tail, which acts to increase the effective length of the vehicle 1, without increasing frictional drag but with a constant wetted surface area, which is advantageous for reducing drag.

Optionally, when the aircraft 1 is converted from the first state to the second state, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate around the main boat body 2, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate to a position horizontal to the main boat body 2, so that the first buoyancy compartment 31, the second buoyancy compartment 32 and the main boat body 2 are located in the same plane, and then the first buoyancy compartment 31 and the second buoyancy compartment 32 are controlled to adjust the stress to turn to the second state.

In this embodiment, the first buoyancy compartment 31 and the second buoyancy compartment 32 both rotate to be on the same plane as the main boat body 2, so that the distance between the total resistance acting surface and the total power acting surface of the vehicle 1 is reduced, a turning moment is not easily formed, and the vehicle 1 runs more stably underwater.

Optionally, when the aircraft 1 is switched from the second navigation state to the first navigation state, after the aircraft 1 is inverted, the first buoyancy compartment 31 and the second buoyancy compartment 32 are controlled to rotate, so that the heights of the first buoyancy compartment 31 and the second buoyancy compartment 32 are both smaller than the height of the main hull 2, a first included angle exists between the first buoyancy compartment 31 and the main hull 2, and a second included angle exists between the second buoyancy compartment 32 and the main hull 2, so that the aircraft 1 can carry the caught objects or people and quickly return to the shore or a rescue point.

Optionally, as shown in fig. 9 and 10, the aircraft 1 further includes a connecting rod 7 and a fourth steering engine 71, one end of the connecting rod 7 is rotatably connected to the main hull 2, the other end of the connecting rod 7 is fixedly connected to the buoyancy chamber 3, and the fourth steering engine 71 is drivingly connected to one end of the connecting rod 7 to drive the buoyancy chamber 3 to rotate relative to the main hull 2.

The fourth steering wheel 71 provides driving force, drives one end of the connecting rod 7 to rotate, the other end of the connecting rod 7 is fixedly connected with the buoyancy cabin 3, and when one end of the connecting rod 7 rotates, the buoyancy cabin 3 can be driven to rotate.

Alternatively, the number of the connecting rods 7 is plural, and the plural connecting rods 7 include a first connecting rod 74 and a second connecting rod 75, the first connecting rod 74 is connected between the main hull 2 and the first buoyancy chamber 31, and the second connecting rod 75 is connected between the main hull 2 and the second buoyancy chamber 32.

Optionally, the number of the first steering engines 54 is multiple, the number of the fourth steering engines 71 is greater than or equal to the number of the connecting rods 7, and each connecting rod 7 is provided with at least one fourth steering engine 71.

Optionally, the hull comprises a shell 23 defining a cavity inside the shell 23 and a skeleton 24 located inside the cavity for supporting the hull and for connecting and placing other components of the aircraft 1.

Optionally, the framework 24 is rotatably connected with one end of the connecting rod 7, wherein a through hole is formed in the cavity wall of the cavity, and the connecting rod 7 penetrates through the through hole to be connected with the framework 24.

Optionally, a fourth steering engine 71 is provided on the framework 24.

Optionally, the framework 24 includes a first mounting plate 241, a second mounting plate 242, and a third mounting plate 243 that are sequentially disposed at intervals along the length direction of the main hull 2, and the fourth steering engine 71 is disposed on the second mounting plate 242.

Optionally, the number of the fourth steering engines 71 is multiple, the multiple fourth steering engines 71 include a first sub-steering engine and a second sub-steering engine, the first sub-steering engine is in driving connection with the first buoyancy chamber 31, the second sub-steering engine is in driving connection with the second buoyancy chamber 32, and the first sub-steering engine and the second sub-steering engine are located at two ends of the second mounting plate 242 respectively.

It can be understood that: other rotating structures can be adopted between the buoyancy cabin 3 and the main boat body 2, such as a rotating cylinder and the like, and means for enabling the buoyancy cabin 3 and the main boat body 2 to rotate can be available, and the method is not particularly limited.

Optionally, the connecting rod 7 is provided with a limiting portion, the main boat body 2 is provided with a limiting matching portion, and when the limiting portion is matched with the limiting matching portion, the connecting rod 7 and the main boat body 2 limit rotation.

When the buoyancy compartment 3 rotates to a predetermined angle relative to the main boat body 2, the limiting part and the limiting matching part are matched, so that the connecting rod 7 and the main boat body 2 can be limited to rotate, and the buoyancy compartment 3 can sail at the predetermined angle with the main boat body 2.

In one embodiment, the limiting portion includes a recess, the limiting engagement portion includes a rack 762, and when the rack 762 is located in the recess, the connecting rod 7 and the main boat body 2 are limited from rotating.

Optionally, the framework 24 is provided with a fifth steering engine 761, a sixth gear 76 and a rack 762, wherein the fifth steering engine 761 is connected with the sixth gear 76, the fifth steering engine 761 can drive the sixth gear 76 to rotate, the sixth gear 76 is meshed with the rack 762, and when the sixth gear 76 rotates, the rack 762 can be driven to move, so that the rack 762 can be inserted into or pulled out of the concave hole.

Optionally, the number of the limiting parts may also be multiple, and the limiting matching parts are the same as the limiting parts and correspond to the limiting parts one by one.

In another embodiment, the limiting portion may be a groove, the limiting fitting portion may be a telescopic rod, the telescopic rod may extend into the groove or be separated from the groove, and when the telescopic rod extends into the groove, the rotation is limited by the main boat body 2.

Optionally, one end of the telescopic rod is arranged on the bottom wall of the cavity, and the other end of the telescopic rod can extend into or be separated from the groove.

Alternatively, the number of the telescopic rods may be plural, for example, the number of the telescopic rods may be two, and the two telescopic rods are respectively disposed corresponding to the first connecting rod 74 and the second connecting rod 75.

Alternatively, the working device 8 is connected to the framework 24, the side wall of the cavity comprises a first side wall 21, one end of the working device 8 is connected to the framework 24, and the other end of the working device 8 passes through the first side wall 21 and protrudes from the first side wall 21.

Alternatively, the first link 81 and the second link 82 are both connected to the frame 24, for example, the first link 81 is connected between the first mounting plate 241 and the second mounting plate 242, and the second link 82 is also mounted between the first mounting plate 241 and the second mounting plate 242.

Optionally, an actuating member 89 is provided on the frame 24, for example, the actuating member 89 is provided on the first mounting plate 241 and/or the second mounting plate 242.

Optionally, the aircraft 1 further comprises a sealed cabin 25, the sealed cabin 25 being provided in the cavity, and electronics being located in the sealed cabin 25.

Optionally, the electronic devices comprise all devices of the aircraft 1.

Optionally, a capsule 25 is provided on the skeleton 24, for example, the capsule 25 is provided between the first mounting plate 241 and the second mounting plate 242 to secure the capsule 25 to prevent the capsule 25 from moving within the cavity and damaging the electronics while the aircraft 1 is underway.

Optionally, aircraft 1 further includes a jet device 26 disposed on main hull 2, and jet device 26 is provided with jet orifice 261, and jet orifice 261 is in communication with the outside and is capable of jetting a lifesaving device to the outside.

After the vehicle 1 arrives at the operation site, the life saving device can be ejected by the ejection device 26 to help the water surface victim, especially the conscious victim, and at the same time, the vehicle 1 can be switched to the second navigation state to enter the underwater rescue underwater victim.

Optionally, as shown in fig. 15, the vehicle 1 further comprises a gripper 27, wherein the gripper 27 is disposed in the cavity, and one end of the gripper 27 is connected to the framework 24, and the other end of the gripper can extend out of the cavity.

Optionally, the aircraft 1 further comprises a telescopic device, the telescopic device comprises a telescopic cylinder and a telescopic arm, the telescopic cylinder is arranged on the framework 24, one end of the telescopic arm is movably arranged in the telescopic cylinder, and the other end of the telescopic arm is provided with a mechanical claw 27, so that the mechanical claw 27 can extend out of the cavity conveniently to grab people or objects.

Alternatively, the spraying device 26 comprises a housing defining a spraying chamber 262, a conveying device 263 arranged in the spraying chamber 262, the conveying device 263 being provided with the life saving device, and the conveying device being capable of conveying the life saving device to the ejection opening and ejecting the life saving device out of the environment.

Optionally, the conveying device 263 includes a conveying belt, a guide rail and a motor, the conveying belt is disposed on the guide rail, the motor is connected to the guide rail, the motor drives the guide rail to rotate, the guide rail drives the conveying belt to move, and the conveying belt is provided with a life saving device.

Alternatively, the life saving device may be a life buoy, a life jacket, or the like.

Optionally, the aircraft 1 further comprises an energy device, wherein the energy device comprises a solar panel 9 and a battery pack, wherein the solar panel 9 is arranged on the connecting rod 7, so that when the aircraft 1 runs on the water in the first navigation state, energy can be supplemented by the solar panel 9, the endurance level of the aircraft 1 is improved, and the aircraft 1 is environmentally friendly.

Alternatively, the number of the solar cell panels 9 is multiple, and the multiple solar cell panels 9 are arranged on the connecting rod 7 at intervals. As shown in fig. 8, the plurality of solar panels 9 include a first panel 91 and a second panel 92, and the first panel 91 and the second panel 92 are respectively disposed on both sides of the connecting bar 7.

Optionally, the main boat body 2 is further provided with a video capture device 10, when the aircraft 1 is in the second navigation state, the video capture device 10 can capture underwater images to facilitate the work of the aircraft 1, and the video capture device 10 can be a camera or the like.

Alternatively, the video capture device 10 may be provided on the front side, the rear side, or the first side wall 21 of the main hull 2, wherein the front side or the rear side of the main hull 2 facilitates navigation of the aircraft 1, and the first side wall 21 facilitates operation of the working device 8.

Optionally, the vehicle 1 further comprises a controller, which is connected to the propulsion device 5 and is able to control the operation of the propulsion device 5.

Optionally, the controller is connected to both the working device 8 and the water volume adjusting device 64.

Optionally, a controller is connected to the video capturing device 10, and the controller can control the operation of the propelling device 5, the water amount adjusting device 64 and the working device 8 according to the image captured by the video capturing device 10.

Optionally, the vehicle 1 further comprises a man-machine-land system and an underwater operation system.

Optionally, the man-machine land system comprises an operation system, a communication system and a power supply subsystem, wherein the power supply subsystem is used for performing voltage transformation and rectification on a battery power supply to provide a power source for the whole system, the operation system is man-machine interaction so as to control the aircraft 1, and is responsible for monitoring various data such as the position, depth and speed of the aircraft 1 in an underwater operation process in an urgent and real-time manner, and converting an operator command into a control signal for further transmission; the communication system is used to transmit video and control information between the ground console and the underwater vehicle 1.

The underwater operation system comprises a module driving system, a video acquisition system and a mechanical rescue system, wherein the module driving system provides power and driving signals for all elements and transmits real-time data with the land, the video acquisition system is responsible for implementing an image acquisition function, and the mechanical rescue system implements corresponding mechanical operation functions such as overturning rescue and air bag injection functions according to transmission control signals.

Optionally, the module driving system is connected to the adjusting device 4, the video capturing system is connected to the video capturing device 10, and the mechanical rescue system is connected to the adjusting system, the working device 8, the spraying device 26, and the like.

In the embodiment, the aircraft 1 realizes the conversion between the first navigation state and the second navigation state by deformation, turning and water suction and drainage of the buoyancy cabin 3, so that the aircraft 1 meets respective requirements of different stages, and is a new concept aircraft 1 with a compatible type, the aircraft 1 in the embodiment can also be expanded to be used in various complex application scenes, for example, the aircraft 1 can replace divers to carry out case work such as underwater salvage, camera shooting and victim searching for a long time, in addition, the running mode of the double navigation states can be used by different users, different operation equipment is matched to adapt to corresponding task groups, a fleet is replaced to complete other types of far sea emergency work, manpower, material resources and financial resources are greatly saved, and the aircraft 1 is not limited to rescue work.

Optionally, the aircraft 1 of the present embodiment may be applied to rescue in water in scenes such as swimming pools, reservoirs, rivers, beaches, and yacht ferries, and the navigation performance of the surface ships and submarines of the aircraft 1 structure of the present embodiment may be applied to the field of military operations.

Alternatively, the appearance of the vehicle 1 may be chosen to be a striking eye color, such as a bright orange, bright yellow coating, or the like.

Optionally, the vehicle 1 is further provided with a warning light, which has a flashing function and high penetration fog, and can realize line of sight positioning at night or in bad weather.

The above description and drawings sufficiently illustrate embodiments of the disclosure to enable those skilled in the art to practice them. Other embodiments may include structural and other changes. The examples merely typify possible variations. Individual components and functions are optional unless explicitly required, and the sequence of operations may vary. Portions and features of some embodiments may be included in or substituted for those of others. The embodiments of the present disclosure are not limited to the structures that have been described above and shown in the drawings, and various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.